Ozone Forza 2 M size

 Hi,

Harness comparison ( Update)
Test flying harnesses are the most difficult and sometimes highly inaccurate, as each individual even with the same height and weight shares a completely different anatomy. This test is to get a 50 % idea of what to expect, and it is more important to test-fly a harness than it is to test-fly a paraglider. Testing harnesses consist of sitting in a harness for more than 20 minutes if you can, adjusting it, and feeling if there are any hard points on your body. Then a flight could give you a higher idea of the roll feedback you wish to receive and cope with.
As harnesses are a very personal choice for each individual for roll, and especially for body comfort, this pre-test before buying is very important as it will surely maximize your future flights and acheive your expected potential with no stress on your sitting position or leg support concentrating on the task ahead. Any pilot can cope with any of the above harnesses in roll. It is only a matter of training and getting used to it.
Please consider that a moderately stable harness that combines stability and a pleasurable roll feel, is very different for each individual from a 15 to an 85-year-old pilot. Finding your own “balance" will also reduce energy consumption while keeping the lovely flying spices! 
Happy and safe flights.



Most comfortable seated harness. As 1 being most comfortable “ONLY for the seating position”.

1-Impress 4 / Impress 3 /Lightness 2/3
2-Forza 2 / Arrow / Nearbird Vibe
3-Genie Race 2 / Exoceat/ Genie race 4/ Genie light 3 / Delight 4 /Submarine
4-X-Rated 6 / Genie Race 3 / Genie lite 2 / Gin X-Alps/ Woody Valley GTO 2
5- Woody Valley GTO 1


Most comfortable in roll (In roll stability ). As 1 being most comfortable.

1-Ozone Exoceat/ Delight 4/ Delight 3/ Arrow/ Forza 2
2-Genie Light 1 / WV GTO 1 / Forza 1 / Gin X-Alps / Nearbirds Vibe X-Rated 6 XL / Genie Race 3 /Genie race 4
3-Impress 2 + / Genie lite 2/ Ozium 2/ Lightness 3 /Genie light 3
4-Genie Race 2 / Ozium 1/
5-Impress 3/ Lightness 2

Harnesses that deliver a naturally supported leg in the pod.

—— Exocet / Forza 1/ Impress 3 / Lightness 1/2/3 /Nearbirds Vibe/ Arrow M & L / Forza 2/ Delight 4 /Submarine


Conclusion: Manufacturers are trying to deliver more easy-to-fly and stable harnesses for the majority with better leg support and a two-rescue option.
The Nearbirds Vibe is a complete harness that fulfills those criteria while being comfortable. As a semi-light harness, I prefer the NK Arrow for its versatility, ease of use, and beautiful shape. I will be receiving an Airy Vibe to test fly…
I am also waiting for the Forza 2 L size to get a much better idea and feel, to decide if I am going to keep it as an X-rated 6 replacement harness or not… as I need to fly a slightly heavy harness for my tests (+,-) 7 kg.


Cheers,
Ziad

PHI Scala 2 19 - 75-100

PHI Scala 2  19 -  75-100 

The Scala 2 from PHI is a 2-liner, certified EN-C with a 6.8 Aspect ratio, normal cloth, and full rods all the way. https://phi-air.com/project/scala_2/

The manufacturing process is very neat.  

The lines are unsheathed and quite reduced to deliver less drag. 

Launching the Scala 2 with my x-rated 6 harness at 93 all up needs a steady pull, as the glider feels a bit heavy on pull. But still inflates evenly and I didn’t notice a surge, just a bit slow to rise.

In the air, the brake travel is short with moderate to hard pressure after 15 cm of travel. After flying nearly all the latest 2 liners, I felt that the Scala 2 felt a bit heavier to steer in the air at 93 all up. The Scala 2 as an EN-C glider, has to moderate and acceptable agility, and is easy to induce a turn in moderate conditions.

 

The Scala 2 feels very compact and in turbulence, it doesn’t require a lot of pilot control, like the Photon. It moves as a whole block. It is a comfortable glider to fly for the aspect ratio, but also, you can feel that you are flying a higher-rated glider, by its ability to search the air. 

Climbing in weak thermals less than (-1 m/s), isn’t the Scala 2 strong point. It needs a bit of time to rise up. When thermals go more than +1.0 m/s The Scala 2 has no problem climbing with the best C’s.  

We felt that the Scala 2 is a glider that enters quite efficiently the airmass going forward, rather than a floater that gains altitude but stays slightly behind. 

Gliding with the Scala 2 19, at 93 all up, next to a Photon MS at 93 at trim and top speed is almost identical. 

The Scala 2 has an impressive glide angle and probably a slightly faster trim speed (0.25 km/h) than the C’s I tested. 

The top speed is also the same as the Photon MS loaded at 93. If you load the Scala 2 near the top…it surely be faster.  

I gave the Scala 2 also to my friend and we did almost an 4 hour flight tip to tip, and we noticed that the Scala 2 kept close all the way in glides with the photon, but sometimes needed a bit more time to reach the Photon in the climb. My friend’s usual glider is an XC Racer 2 and later he told me that he felt that the information for thermal searching sent by the Scala 2 is very close to his glider but with more comfort.  He was happy flying it.   

The speed bar has a moderate pressure and steering with the B risers is quite efficient in moderate turbulence with a calm glider to control. 

I like that riser setup! 

Wingovers are quite impressive and deliver nice stored energy. 

Ears with outer B’s are large and quite efficient.

Conclusion: 

The 2-liner C category, holds now many new releases, and the Scala 2 adds to the category the flavor of flying a high aspect ratio glider but with a comfortable package. I missed that exceptional nimble feel of the beautiful Maestro 2 and the pleasurable handling of the sweet Allegro! 

With Its 6.77 aspect ratio, the S
cala 2 is created to glide, and the promise is reel. 

Ozone Zeolite 2 GT. MS 

Disclaimer and reminder: 

With respect, there are many types of pilots:  Some search for the smallest detail, others just grab any glider and fly, and others even the thirsty ones, just like to debate on a simple glass of water…  

My testing passion is totally free to share, and I’m still having a lot of fun flying newcomers. Hope it lasts…

As I am writing this test, the ultra lighter version of the Zeolite 2 GT is now available with around 750 grs !!   less on each glider. 'The Zeolite 2’ . 

As I already flew the Zeolite1 GT  MS, Zeno2 MS , Photon MS, Klimber 3, and Omega ULS, I will try to write the differences in feel of flying the Zeolite 2 GT.  

 

Ozone uses a new cloth on the Zeolite 2 GT which is on the top Surface Dominico 20D / 10D and on the Bottom Surface Dominico 10D. It gives a slippery feel and it is quite light. Not as light as the one used on the Klimber 3. The weight of the Zeolite 2 GT  is around 3.75 kg. 

Launching the Zeolite 2 GT is straightforward and easy without any hard points. I flew the Zeolite 2 GT with two harnesses WV X rated 6 and the NK Arrow. The first 5 hours on the X rated 6 at 94 all up, and the next 6 hours on the NK Arrow at 90 all up. 

Later, and after a few more hours, I felt that it flies nicely near 91…92  all up in overall conditions and doesn’t need to overload it. In both configurations it climbs really well. The leading edge even at 88 all up seems quite solid. The overall structure moves slightly in itself, more compact feel than on the Klimber 3, and feels more compact. I described the first Zeolite to dance the Samba…I think the second version is much tamer, and close in comfort to the Photon which feels slightly calmer. The Zeolite 2 GT has probably a bit more and sharper overall movements in strong air. To place it correctly for you, the Zeolite 2 GT sits in comfort between the Omega ULS and the Klimber 3. 

  

The brake pressure on the Zeolite 2 GT is moderate, similar to the Klimber 3 or the Zeno 2 in pressure. The brake travel is short and largely different from the Photon which is a bit long. After the 10 cm gap, if the pulley lines are horizontal, I could steer the Zeolite 2 GT in 10-15 cm brake travel. So it is short and precise. Probably the Zeolite 1 GT was a bit more precise and a bit sharper to turn, slightly more agile, like the Klimber 3 that is also similar to the Zeolite 1 GT turning abilities, but still, I can describe the Zeolite 2 GT as a fairly agile 2 liner glider, and I could place it even in some bumpy air in any core, insisting a bit on the turn.  

  The smallest details if needed will be updated in the C comparison table. 

After the first 5 hours, and doing a few 360’s and wingovers to let the glider settle in, I sensed that the brake line gap after the pulley is now only 5 cm. So I have lengthen the brake lines by an additional +5 cm, and continued my days flying it.  I have now the normal +10 cm gap after the brakes which allowed me to push the speed bar all the way without having a pressure on the brakes lines, like I had before I lengthen the brake travel. 

Zeolite 2 GT… A sweet glider to fly? 

Flying the Zeolite 2 GT gave me a more direct and connected response than the Photon which needed to be steered for efficiency and fast turning, at +40 cm of the brake travel sometimes to get that narrow turn. Now with the Zeolite 2 GT, all you need is just 15 cm to turn it into thermals. If you pull a slightly +5 cm more, you get a nice tight turn into a thermal that under a Zeno 2 you cannot achieve the same tight turning radius in very narrow and especially weak cores.  

I flew the Zeolite 2 GT next to my friends on the OXA ULS 23, XC racer 2 S, Zeno 2 MS , Photon MS, Klimber 3. 

Any of those gliders can get you to the place you are aiming at. But here's what we found…

Climbing in weak to moderate thermals, the Zeolite 2 GT at 92 all up, showed us a really competitive glider! It floats nicely while moving forward. A really nice glider to get the most of the lift! We definitely had an edge on that glider. When the conditions get stronger, with a more agitated air mass and stronger breeze, then the upper 2 liner D’s like the Zeno 2, XC racer 2 will have the edge in cutting faster and moving forward into the rising air mass, which is logical, with their heavy full rods structures. But I just wanted to be precise about that. 

The Zeolite 2 GT has a long speed travel. The first part has a moderate pressure, and the second part is slightly heavier with a very fast top speed matching the Klimber 3. In both harnesses, and just before 2 cm from touching the pulleys, I felt that the Zeolite 2 GT rolled a bit and I needed to stay well centered in my harness. The top speed is around +18 km/h over trim.  

 

When my friends and I fly together in 'testing mode', they are certainly the most noble friends you want to have, just because we all stick next to each other in XC mode following tip to tip in every situation that the weather throws at us. That way we all can see clearly who has the advantage in those conditions, and it all be repeated for three days sometimes. ( My tests wouldn’t be available without their help. They are a blessing to fly with)  Sharing thoughts after each flight is the best way to get a clear idea. 

Gliding with the mentioned gliders, in XC conditions, showed us that when it is a "moderate to smooth" glide, the Zeolite 2 GT has the upperhand along with the Zeno 2. 

When gliding through tougher air, the Zeno 2 and XC racer 2 have the edge over the light ones, and showed us that they are from a different category of “F-22 Raptor” but the Zeolite 2 GT comes next with impressive efficiency. Holding the speed bar at 60 % in turbulence is as easy as on the Omega ULS, and corrections can be swiftly made while on the bar. The pressure on the B handles is quite moderate, linear feel, and very efficient, like on the Photon. In this matter, trusting the glider's ability by flying it more and more on the bar increases your performance at high speed. 

Ears are stable with outerA’s they are a bit hard to pull, but ok. They reinflate with pilot help. Ears are easy with outer B’s, and around -2.5m/s  with speed bar is achieved. They reopen quickly.  Wing overs show the high energy stored in that 2 liner ! They build quickly. 

Conclusion: 

If you have skipped to the conclusion...

All you need to know is: 

The Zeolite 2 GT holds the most complete package of handling/performance for a 2 liner pilot looking for a light glider.

For hiking and fly, or even local competitions. The Zeolite 2 GT will deliver.

Most of all, for a pilot coming to the D category, after two seasons on a 2 liner C, or a competition pilot stepping back, I think it would be a really nice performance paraglider to help you get the most of each day while keeping the pleasure of flying. 

Coupe Icare 2023 interviews

 

MacPara Illusion 2 size 24 70-90

MacPara Illusion 2 size 24  70-90 

The Illusion 2 is a lightweight low EN-B from MacPara. 

I flew the Illusion 2 with the Niviuk Arrow harness at 85 all up.

Pulling on the A risers launches the Illusion 2 smoothly even in nil wind. In the stronger breeze, it rises calmly and stays above the pilot's head. Take off with 85 all up on this size is ideal. 

The brake travel is moderate to short with a quick reaction to turn the glider but still very forgiving if pulled further. The pressure is moderate to firm allowing a good connectivity for that level.

I flew in some strong turbulent air, and I was test-flying also the Ion 7 and the Buzz Z7. I think Illusion 2 seems calmer in all the pitch movements. In strong air, the Illusion 2 stays locked above the pilot's head with little brake applied. The roll is moderate and resembles the Ion 7 and the Z7. 

For that class, all those gliders have lots of performance to offer especially when going into the airmass. The Illusion 2 as a low B is a good contender and is quite competitive in the way it enters the airmass and moves forward. As a low B, it is certainly slow to enter and to move, but still, it does the job very well. Further smaller details in the B comparison shortly. 

Turning into thermals with the Illusion 2 is especially made for that class of pilots without too much dynamics, but still agile enough to turn tight every core, without missing it. The speed travel delivers around 11 km/h and still with a good glide angle. On one flight, I was pinned by a south wind and needed to push the full speed in order to move forward. I was surprised that after 10 km of full bar, the Illusion 2 kept on its rail, and got me slowly and smoothly to the other side of the mountain. I think nowadays, all those low B’s are very competitive, and they deliver a surprisingly high amount of performance for the newcomers to the sport, or even for the pilots who just want to fly for fun stepping down from a higher-rated glider. 

 The Illusion 2 can be slowed quite well to land in tight small places. Ears are stable, get you down around 2.5 or 3m/s if pulled higher, and reopen without pilot intervention.

Conclusion: 

A light but reliable companion, for flying in big mountains. No stress, cool reactions, forgiving, and nice brake authority. Good overall performance to get the job done. I don’t know why, but after flying Illusion 2 I keep thinking of my lovely and peaceful Golden retriever…as if they share the same character…

NOVA Ion 7 XS

NOVA Ion 7 light XS 70-90
Size XS / 70-90
Harness Niviuk Arrow L
Weight in flight = 85 all up
The latest Nova glider I test flew was the Mentor 7 S size. This Ion 7 is the XS size that goes to 90 all up.
The Ion 7 is built on the leading edge with a mix of Dominico 30D, 41 g/m² Dominico 20DPS, 33 g/m² on the leading top surface, and on the lower surface Dominico 10D, 26 g/m².
There are some nice construction details on that Ion 7 including the new Rod Loops, that I will let you surf their website with this link for further details: https://www.nova.eu/en/gliders/ion-7-light/
I flew that Ion 7 in multiple conditions from strong turbulent air to nice well formed thermals.
Launching the Ion 7 light shouldn’t be commented …Too easy, and too cool for a light glider without any shooting forward, hanging back, or any delays. A simple and easy way to inflate that glider.
In the air, the brake travel is slightly longer than the Ion 6, with a moderate length and very good agility with more forgiving handling. It feels that NOVA fine-tuned the brake travel to make it even more accessible to pilots coming into that category without losing any of the agility and fun feel. I could describe the Ion 7 as a sweet playful machine able to core any thermal without too much complicated attitude.
Last week, I even lend it to my Lebanese friend ‘Rabih’ that came to visit his country from Canada, after not flying for a year. He usually flew the Mentor 5 before, sometimes on weekends.
I was on a 2-liner C next to my friend Rabih, on the Ion 7 XS, with this time both on X rated 6 harnesses! Since he had few hours, this year I asked him to follow me on a small XC to maximize his flight. On that day, I was really surprised by the pace the Ion 7 delivered! As we were cruising at trim speed, Rabih was being able to stay very close in glides, and the climbs were really efficient on that Ion 7! Of course, It glides less than the 2-liner, but I’m not trying to pull away, the glide is very respectable. I was also surprised by the capability of climbing in thermals next to a 2 liner C glider. After landing I asked him how it was, and he replied that he never thought he could keep up seeing me on the 2-liner C, and he was impressed by that performance/comfort package on a low B glider. He was so excited and frustrated at the same time just because he was leaving for Canada again and not able to fly it more!
I asked him to write a few words.
His own words:
Launches were very easy, even though one tip came up asymmetrically because of my rusty preparation, the glider adjusted itself quickly with little brake got above my head. In the air, I felt it gave me all the feedback I needed while still being comfortable to fly. Transitions following you (me on a 2-liner C) were very good as I felt I was always able to follow slowly. I liked the agility and brake length. The landing was very easy for me. Thank you for the flight and for lending me that incredible glider. If I was to stay in Lebanon, I will definitely buy one, but as you know, this year also I must go back. Hugs, Rabih.
When I flew the Ion 7 in punchy dry and strong air, in our Cedars range, It felt really comfortable to fly and all the movements in the air are done at very low angles. Pushing the speed bar doesn’t seem to affect the excellent glide for that category while having moderate pressure. Indeed the newcomers to the sport are very lucky to have those new creations, that combine high passive safety with incredible usable performance!
Ears are easy to induce, they reopen quickly. Playing around with that glider is fun, as you could throw it around with nice wingovers.
Conclusion: On the Ion 7, NOVA seems to expand the usability to have a playful, efficient XC, and a fun to fly machine with high accessibility!


Cheers,
Ziad

NIVIUK KLimber 3 P size 21

Disclaimer:

Please note again… that tests will always differ with other sizes. At first, if flown with seatless harnesses, or must I say a completely different harness. Also if the same sizes are flown at different loads, lighter loads will get the weakest climb but will be penalized in control in heavy air or pushing through a heavy airmass. Bigger sizes have more gliding performance and also better climb in weak conditions.  In my small tests, I always state the size, the total flying weight, and afterward IMHO, the optimum weight I found in that particular glider.

NIVIUK KLimber 3 P

Glider: Klimber 3 P size 21 for a certified weight range of 73-93, and NIviuk stated its optimum weight is 84-90.

Harness used: Woody Valley X-rated 6 size XL, slightly modified to fit my taste. 

Test flown at 88, and 92 all up. 

TEST:

Here is the new super light competition/hike and fly EN-D paraglider from NIVIUK. 

After my test on the Advance Omega ULS, I will give my thoughts about the two gliders in the air. 

At first, I cannot begin before I comment on the beautiful construction and details that were made on that Niviuk glider! Guys…really impressive! From the delivered light black/orange bag that holds the Klimber3 to that precise sewing of the  N10 DOMINICO TEX CO that is used both on the upper and lower surface. The profile and diagonals are made from Porcher 70000 E91.  It weighs less than 3.0 kg as announced! Here's the link for the details: [url]https://niviuk.com/en/klimber-3-p[/url]

Laying it on the ground imposes gentle handling, as it has even lighter cloth than the Omega ULS. The Overall construction with the nitinol rods, and the risers, is nothing but excellent! A really beautiful piece of equipment! 

The Klimber 3 rises smoothly and effortlessly without any wind. It is one of the easiest 7-aspect ratio gliders to inflate. 

Flying the Klimber 3 at 92 all up, in turbulent conditions gave me a complete idea about its usability. After a few hours, I think considering the 7 aspect ratio, the Klimber 3 P is an easy EN-D to handle. Of course, it needs slightly more active pilot control than the 2 liners C’s, but still easy for a D. It resembles the Omega ULS with perhaps a little more movement inside the glider. The Kimber 3 moves slightly more in itself but is still very easy to manage. 

The brake length is shorter than the Omega ULS and as agile.  The pressure on the brakes is slightly firmer than the Omega ULS, but still on the moderate side. I think that pressure is perfect. 

I can say that the authority given by the brakes in turbulent air is quite nice, enabling the pilot to place it accurately in tiny cores. I liked the Omega ULS turning abilities, but I can tell you that I also enjoyed very much the shorter and sharper brake authority on the Klimber 3 as the responses were immediate and quite satisfying. I’m really lucky to be able to test-fly those new light gliders.

If you have flown the Artik R, and understand how it flies in the airmass, how it moves, how it enters thermals, then you will immediately understand the Klimber 3 behavior which has the exact feel but with more than 25 % workload. NIVIUK gliders have their own flying characteristics. The Klimber 3 like the Artik R, just slows slightly before entering the thermal, but the climb is quite nice for the category. In weak, and strong air, it is quite satisfying even at 92 all up on that size. If flown at 88, it will still fly as well but slows slightly more before entering. 

Please remember that those super light gliders, are built with lots of optimizations to reduce weight to let you carry the little possible and let you extract the maximum of their abilities. So don’t expect them to perform like the X one for example! But they will deliver high-end performance for that special light EN-D class especially when you push the speed bar. 

The speed travel of the Klimber 3 is quite long and delivers a higher top speed than the Omega ULS. The glide at 57 km/h is quite competitive. I think I will mix and update the 2 liner C comparison and add those lights D’s inside…Just to get an idea…(soon…)

While on the speed bar, the B steering has a moderate pressure similar to the Omega ULS and is quite efficient to keep the Klimber 3 on track.  Flying at 75 % of the speed bar, the Klimber 3 profile seems taught, and the speed is quite usable. 

Lots of stored energy inside the glider to play around, as it is addictive! but it is better not to get used to throwing it around too much!  

Ears with outer B’s are efficient, stable, and reopen quickly. 

Conclusion:

The look and the streamed line are very beautiful! the handling is sharp, precise, and joyful! It is a relatively easy 2 liner EN-D for that class of pilots. If carefully chosen, the complete package harness and glider, Vario, phone, helmet, water, and chocolate…will not exceed 7.5 kg!  A blessing of perfection, if you can fit in your weight!   

If you can…exciting moments await!  Happy flights :-) 

OZONE Buzz Z7 MS

Disclaimer:

Please note again… that tests will always differ with other sizes. At first, if flown with seatless harnesses, or must I say a completely different harness. Also if the same sizes are flown at different loads, lighter loads will get the weakest climb but will be penalized in control in heavy air or pushing through a heavy airmass. Bigger sizes have more gliding performance and also better climb in weak conditions. In my small tests, I always state the size, the total flying weight, and afterward IMHO, the optimum weight I found in that particular glider.

Ozone Buzz Z7

The Buzz Z7 is the low EN-B from OZONE. It has a 5.1 aspect ratio.

Test: Ozone Buzz Z 7 size MS 75-95 flown at 92 all up.

Harness: Woody Valley X-rated 6 size XL modified to fit my taste.

Test:

The Buzz Z7 holds a robust construction for daily use. You can see the details here: https://flyozone.com/paragliders/products/gliders/buzz-z7/

Launching the Buzz Z7 even in nil wind rises smoothly, and evenly. It is an easy glider for that low B class to inflate. However, I just remembered to mention that even to this date, and after thousands of hours, I still catch every opportunity to kite any glider anywhere, as kiting your glider and playing on the ground is a very important step to evolve. If you can master your glider in some turbulent landing spot, then you will master your glider in the air. Just because what your glider does in the ground, it will do the same in the air. If you can master it accurately and refine your feel under it, you will quickly evolve.

Now back to flying that cool Buzz Z7 is our strong Cedars range as the air is cooler and thermals are generous. I was also alternating with the Nova Ion 7 which is a low B, and I will also write a review shortly. The Buzz Z7 is a cool, easy comfortable EN-B. The movements are quite balanced and the pitch and roll are automatically controlled to stay at low angles above your head despite the rough conditions. It felt sometimes like a school glider behaves.

The brake pressure is moderate on that Buzz Z7 and not tiring at all for long flights. The handling is sweet, and the Buzz Z7 is an agile glide for that low category without being dynamic. The level of overall comfort is similar to the Buzz Z6, with a slightly more joyful ride.

The new hidden feature is yet to come!

The more experienced pilots who are flying the 2 liners Photon, know very well, why that glider flies so well. It is not that the number you see in calm air that matters. But rather the efficiency of sliding through that moving airmass and behaving like climbing stairs up, while moving forward. That’s the hidden efficiency and excellence behind the creations.

I am not telling you that the Buzz Z7 flies like the Photon! 

Of course, I am not for sure.

I am just telling you that this R&D ‘know-how’ is integrated into the Buzz Z7. That low B with its low B characteristics felt to get the most of that moving airmass when you least apply the brakes and let it fly as much as your ability can…

It is definitely slower and cooler to enter, but it still enters and moves forward quite efficiently for that low B class!

The glide in moving air is impressive as it doesn’t bump into the airmass but rather slows but digs through smoothly without losing the glide.

To feel that feature on a low B is quite impressive.

The turning radius can be very narrowed for little thermals. The Buzz Z7 doesn’t really dive in turns. It is optimized to get flat turns, and it climbs beautifully well!

The speed bar has moderate pressure and can be used all the way when needed. The glide at speed is still very good. Even though there’s no B, C connection, I found that pulling the C risers could easily keep the glider overhead while on the bar.

Ears are super easy to induce, they reopen without pilot intervention.

Landing is super easy as the glider can be slowed down quite well.

Conclusion:

By creating the Buzz Z7, I think Ozone has given that low B a multi-functional task. While being very easy to handle and confidence-inspiring, they gave it an impressive performance package for that low B category, coupled with joyful and balanced handling. So young newcomers, or even senior pilots who are looking for a stress-free glider while preserving a good efficient level of gliding and climbing performance, should definitely try out the Buzz Z7.

ADVANCE Omega ULS 23

First here is some information from ADVANCE : 

Question: What would be the differences between the different past versions of the OMEGA? …3-4 you made in the past 2 years?

Email reply:

Valery Chapuis (ADVANCE): The new wing is called the OMEGA ULS and was certified in March. We developed it together with our X-Alps pilots because this wing is made for them first. It is the best compromise for the preferences of all these athletes.

There are differences between the OMEGA ULS and the previous OMEGA X-Alps 4 (that we didn’t launch in the market 2 years ago due to lack of production capacity - Covid). The new one is about 250 g lighter and more compact to pack. An improved interior structure and optimized Nitinol wires have contributed to this. The OMEGA ULS also has a higher top speed and a noticeably better glide over the entire polar curve. It is also easier and has smoother handling. The aspect ratio is a little bit smaller (6,8 VS 6,95). There is also one more size, so the OMEGA ULS is now available in sizes 21, 22, 23, and 24.

The gliders that our athletes used at the X-Alps are identical to the serial model in terms of construction and trim, however, lighter materials with clearly limited longevity were used in some areas and an ultra-lighter riser with more difficult handling is fitted.

All the work we have done on the profile and the structure of the OMEGA ULS will go into the new gliders. With this, we can influence the weight of a glider for example.

With my best regards. Fly well and take care.

Valéry

Team ADVANCE

ADVANCE Omega ULS     ( The white light )

Disclaimer:

Please note again… that tests will always differ with other sizes. At first, if flown with seatless harnesses, or must I say a completely different harness. Also if the same sizes are flown at different loads, lighter loads will get the weakest climb but will be penalized in control in heavy air or pushing through a heavy airmass. Bigger sizes have more gliding performance and also better climb in weak conditions.  In my small tests, I always state the size, the total flying weight, and afterward IMHO, the optimum weight I found in that particular glider.

The Omega ULS has already won the toughest X Alps 2023 race, and in that particular race flying hours were the most logged in sometimes very harsh conditions.

This time, I got the Omega ULS in size 23 which goes to 100, but ADVANCE recommends an optimum range from 88 to 98 all up. I flew the ULS at 90, 93, 94, 97 all up and I think the sweet spot is around 93-94 for practically all-around conditions. If you need to get even more efficiency in entering a strong and heavy airmass, then 97, 98 could be also more beneficial. 

Typically ADVANCE, the construction, and details are really impressive, clean, neat, and light cloth, even the risers (PES/Technora 12mm) feel very light, which sometimes, it imposes you to treat her with finesse. Here’s the link for the ADVANCE page for a clearer explanation:

https://www.advance.swiss/en/products/paragliders/omega-uls

Launching the light ULS is super easy even in no wind and without any delay. It rises smoothly and evenly, with no hard point no snaking around, just as easy as it gets with its 6.8 aspect ratio. 

In the air, the brake length has a 15 cm gap after the pulleys and they need around 20 to 30 cm to steer the glider in all conditions. They have a moderate length, but …as agile as you could dream for a 6.8 AR glider! I could place the Omega ULS in rough air whenever I wanted, wherever I wanted ! and that is a blessing to those gliders. The brake length is around 5 cm longer than the Artik R size 23 at 94, and 10 cm shorter than the Photon MS at 94, (but much more reactive to brake inputs!) In the ULS case, I try to fly with a half wrap all the time except when I’m on the speed bar of course, and that gave me a superb authority on the brakes. The pressure however is on the moderate/light side. Slightly lighter and smoother than the Artik R, Photon, Bonanza 3, and Trango X, and also slightly lighter than the Omega 3 in size 22 flown at 85 all up. 

So, we have a light to moderate when we pull past 40 cm with amazing agility letting the pilot enjoy every thermal! 

Inside a thermal core, the ULS has the ability to narrow the turning radius, as some low aspect high B’s!  

The Omega ULS enters gently moderate thermal stays in the core easily without any useless and excessive movements. 

A really nice glider to thermal with.  

I flew in different areas from rough conditions in our high mountains to some other spots with +35 C, warm air with turbulence, and #$@^#& conditions! ;-) 

And also, in some quite nice conditions, with good thermals, nice cloud bases, and even after hours under the Omega ULS, you just wish it never ends!  

In strong conditions, the Omega ULS moves as a completely whole structure. The feel of a light but very well-taught and balanced structure overhead gives the pilot a high passive safety feel. In strong punchy cores, the ULS has of course some dynamic movements for that class, especially if you are flying it above 3000m where the air is thinner and logically more dynamic. But the brake authority can stop any surge promptly and adjust all the movements of the glider. In my flying hours under it, I never sensed any awkward feel or strange movement underneath. The roll is well-balanced and quite comfortable for that class. The pitch behavior is quite tamed but surely in strong air the pilot has a high authority to catch any dynamic surges with the brakes. 

In terms of pilot demands, I can say the Omega ULS needs slightly more active control than the EN-C’s like Artik R, Trango X, Photon..etc, and of course less workout than the Xc Racer 2. So it seems to be in that middle for accessibility. Could be similar to fly than the Light Mantra 7 but with a more coherent structure.

The Omega ULS has a sensitive weight approach. For example, if you fly it at its sweet spot around 93-94 all up, the climbing abilities in weak air are very good.  As well as in stronger cores, the handling and agility will keep you rocketing upward. 

Now for the gliding part, I made some glides with the latest high-end EN-D’s like Zeno 2 MS, XC racer 2 (95 max), and also with some new EN-C’s like the Photon MS. 

After some glides (in calm air), I can clearly say that I was really impressed by that glider! The glide at trim and especially at full bar which gave me around 15 km’h over trim on that version, is nothing but excellent! If the D gliders match the full speed of the Omega ULS, then it's a draw! YES … The Omega ULS glide matches the 7 AR EN-Ds! … And that you can try! 

Now for the professional approach, if you are flying an OMEGA ULS and you are pinned in a low strong valley breeze, and next to you there’s a high-end EN-D like the Zeno 2, XC racer 2 for example, then they will logically prevail by moving faster into that heavy airmass and digging and slipping through more efficiently just because the high aspect EN-D’s are built with long rods complex structures and built without weight compromises and aimed for racing.

But that Omega ULS with refined and engineered construction designed for XC hike and fly, will never be far as it glides extremely well! 

Pushing on the speed bar and if correctly tuned with some harnesses, one step, can close both pulleys. 

I personally tuned it to have two steps and push half the speed, the Omega ULS movements in turbulent air seem calmer. At the second step with pulleys overlapping, the Omega ULS is very taught, with no airfoil fluttering at all! it feels very solid, and surprisingly, with little time under it, the Omega ULS will give you that passive feel to keep the speed bar on if you need it sometimes.

The B steering with moderate pressure is very efficient and will keep the glider on its path through turbulence. The pressure on the B’s is quite moderate and controls the glider's movements accurately.

Ears are stable with outer A’s, they reopen slowly with a little help. 

Conclusion:

The Omega ULS, is a light, agile, well-balanced 6.8 aspect ratio EN-D with a high-performance package.

I can only imagine that after test-flying it, many pilots aiming for that class will eventually get hooked and will fly the Omega ULS for years to come.